Fuel-gasifying device



Oct. 22, 1929. A. A. GoHN FUEL GASIFYING DEVICE Filed July 31, 1926 5Sheets-Sheet l oct. 22, 1929.A A, A, GQHN 1,732,841

FUEL GAS IFYING DEVI GE Filed July 31, 1/926 5 Sheets-Sheet 2 'f7 fio Zi 1 47 5g: ,17| zga I U 465/" l 6 r I 619i" 7' i 37V* i I, zf I I @5f y,26 l s I ,20'

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aHv 607272 Oct. 22, 1929. A, A GQHN 1,732,841

FUEL GSIFYIN; DEVICE a Filequuly 3i, 192e s sheets-sheet 5 @num-Lto@ H.llGokn' y :Z 5 l attori/10,13.;

Patented Oct. 22, 1,912.19

"l 'FE D ALFRED A. G01-IN, 0F WARREN, PENNSYLVANIA,

FUEL-(EASE Application filed July 31,

rilhis invention relatesto an improved fuel gasifying device forinternal combustion engineaand seeks, among other objects, to providemeans which willY :function over a wide f range of engine speeds forsupplying the engine with a cool, dry, combustible fuel gas.

rlhe invention seeks, as a further object, to provide a device' whereinthe liquid fuel. will be thermally vaporized in the presence qofairestricted quantity of air, wherein the fuel vapor thus produced will besubsequently heated, and wherein the vapor will then be diluted withauxiliary fresh air to forni a cool,` properly balanced fuel mixture.

A furtherohject of the invention is to provide a device embodying aliquid fuel feed valve which may be adjusted for low engine speed.

Another Objectis toprovide a device em- Zfbodying a liquid fuel feedvalve which may be adjusted for high engine speeds.

Still another object is to provide a device embodying a primary airvalve adjustable for low engine speed.

Arnd the invention seeks, as a still further object, to provide a devicewhich may be readily installed and which will be well adapted forgeneral use.

Other objects of theinvention not specifi cally. mentioned in theforegoing will appear during the course of the following description.

ln the accompanying drawings:

Figure 1 is aY plan view showing my improved gasifying-device applied.

Figure 2 is a front elevation of the device` Figure is anenlarged-sectional view on the lineB-B of Figure 1, looking in thedirection indicated by the arrows.

Figure d is a horizontal sectional view on the line l--a of Figure 3,looking in the direction indicated by the arrows, this view particularlyshowing the primary air valve.

Figure 5 is a transverse sectional view on the line 5-5 of Figure 3,looking in the direction indicated by the arrows, this view particularlyshowing the ports of the liquid fuel feed valves. 5o` Figure 6` is adetail sectional view on the YINGr DEVICE leas. serial No. 126,211.

line -t of Figure 3, looking inthe direction indicated bv the arrows.

Figure 7 is a fragmentary sectional viewl taken through the inlet end ofthe intake manifold and showing the auxiliary air valve as well as theaspirating nozzlesin said manifold.

Figure 8 is a detailsectional view takenat substantially a right angleJto-Figure 3, and particularly showing the arm on one ofthe fuel feedvalves.

Figure 9 is a detail perspective view showthe valve.

In carrying the invention into effect, Iemploy an exhaust manifold 10which is provided with inlets 11,. and disposed between the inletslocated near the ends of said manifold are intake elbows 12 connectedwith such inlets bv'webs 13 which are formed with sleeves 1li. As shownIin Figure 1, these sleeves are designedto receive bolts 15 connectingthe manifold with an engine,` con- `mentionally indicated at 16, theinlets 11 of the manifold communicating with the eX- haust ports of theengine block and the elbows12communicating with the intake ports of theblock. Extending over the exhaust manifold is an intake manifold 17which, as seen in Figure 6, is provided with,- outlets 18 fitting in theelbows 12, and extending through the manifold and through said elbowsare bolts 19 rigidly connecting the manifold with said elbows.

Near the outlet end thereof, the exhaust manifold 10 is provided, asseen in Figure 3 with ears 20, and fixed to said manifold is a fuel bowl21, at the lower end of which is a gasifying chamber 22 having ears 23.mating with the ears 20. Extending through said ears are screws or otherfastening devices 24 detachably connecting the fuel bowl with theexhaust manifold Thus, aswillbe seen, the top wall of the exhaustmanifold provides what may well be termed a hot plate 25 which forms thebottom` wall of the gasifying chamber 22 since, when the engine is inoperation, the plate 25 will be heatedl by the exhaust gases flowingthroughl the` manifold. Rising from the bottom wall of supportingcollarfor the primary air the bowl axially thereof is a sleeve 26 having aninternal shoulder 27, and fitting over said sleeve is a closure plate 28for the bowl. Screwed upon the upper end of the sleeve is a split collarV29 securing the closure plate 1n position and, as best seen in Figure9, this collar is provided with radial ears 30 accommodating a set screw31 which may be tightened for securing the collar in adjusted position.Extending from the collar is a radial arm 32 and upstanding from saidarm is a post 33. The closure plate 28 is pro vided with a liquid fuelinlet 34, the inner` end of which slidably receives a needle valve 35,and swingingly mounted upon saidplate is a float 36, the hinge arm .37of which 1s disposed toy engage the valve 35 for closing the valve astheV float rises within the bowl. Thus, as will be appreciated. thelevel of the liquid fuel within the bowl will be maintained relativelyconstant. Y

Formed on the sleeve 26, externally thereof, isa fuel passage 38 whichoriginates near the bottom of the bowl but enters the sleeve at a pointbelow the liquid level of the bowl, and rotatably fitting in said sleeveis a tubularfuel feed valve 39 resting at its lower end on the shoulder27 of the sleeve. This valve l is provided near its lower end with aport 40 adapted tobe brought into register with the.

` passage 38, and formed on the upper end of the valveis a flange 41from which projects,

f as seen inFigure 8, a raoial arm 42. Rising f `from the closure plate28 of the bowl at opposite sides of said arm, as particularlyL seen inFigure 4, are posts 43, and screwed through saidrposts to coact at theirinner ends with said armA are set screws 44.

Rotatably fitting within the valve 39 is a `tubular fuel feed valve 45which is provided near its lower end'with a port 46 adapted to be'brought into register with the port 40 of the former valve, and screwedupon the upper end portion ofthe valve 45 is a split col- Ylar y47, theradial ears of which carry a set Y per end' of the post 33 of the collar29 is a flat spring valve 52 which is 'curved to lit the peripheral edgeof the head 50 and, when the valve 45 is closed, as shown in Figures 4and 5, overlies the passage 51. This passage is provided vfor admittingprimary fresh air to the gasifvingchamber 22 so Vthat when the valve 45is closed the supply of primary air .to said chamber will be cut olf.However. as

the valve 45 is'turned in a clockwise direction head 50 will be movedfrom beneath the valve 52 so that a correspondingly increasing volunieof primary air will be admitted to the gasifying chamber. As will beappreciated, the liquid fuel in the bowl 21 will, when the valve 45 isopened, rise through the passage 38 to flow through the port 40 of thevalve 39 and thence through the port 46 of the valve 45 to enter thesleeve 26 and flow into the gasifying chamber 22. However, the passage51 is of a diameter to admit only a restricted maximum quantity of freshair to the chamber 22 so that the gasification of the liquid fuel insaid chamber will take place in the presence of a restricted quantity ofair only and, as the valve 45 is closed and the outer end of the passage51 is again brought beneath the valve 52, the flow of primary air tosaid chamber will be quickly cut olf bv said valve. i

i^1ttention is now directed to the fact that by turning the set screw44, the arm 42 of the valve 39 may be swung for rotatably setting thevalve to dispose either a greater or a smaller portion of the port 40thereof in register with the passage 38 so that the quantity of fuelflowing through said passage and through the port 40 for low enginespeed may b e readily regulated. Furthermore, attention 1s directed tothe fact that by adjusting the collar 47 on the valve 45, said valve maybe either raised or lowered to dispose either a greater or less portionof the port 46 of said valve in the plane of the port 40 of the valve 39to register with the latter port. Thus, the valve 45 may be readily setto regulate the quantity of fuel flowing through `the passage 38 and theports 40 and 46 of the valves 39 and 45 at high engine speeds. Also, 1tis to be noted that by rotatably adjusting the collar 29 on the upperend of the sleeve 26, the valve 52 may be set with respect to thenormalclosed valve position of the outer end of the primary air passage 51 forvarying the instant of opening and `closing of saidy passage andconsequently regulating the quantity of fresh air initially admitted tothe gasifying chamber 22 as the valve 45 is opened.

Frictionally held in the outer end portion of the intake manifold 17, asseen in Figure 7` are spaced aspirating nozzles 53 and 54, the latter ofwhich is somewhat longer than the former nozzle, and connecting thegasifying chamber 22 with said manifold is a pipe 55 entering themanifold at a point close to the mouth of the nozzle 53, between saidnozzle and the nozzle 54. As shown in Figure 2, the pipe 55 lies againstthe exhaust manifold 10 so that said pipe will be heated by the manifoldand, if desired, the pipe 55 may be arranged to extend into the manifoldso as lOl) to be brought into direct Contact with the heated exhaustgases flowing therethrough. lfotatably mounted in the inta re manifoldl? near the outer end thereof is an auxiliary air control valve 56, tothe upper end of which is secured a double-ended lever 57, and risingfrom one end of said lever a post 58 on which is formed a shoulder 59.livotally connected at one end with the lever lli) of the fuel feedvalve l5 is a rod GO, the opposite end lof which, as seen in Figure l,is provided with a yoke (il slidably fitting over the upper cud of thepost 58 to rest against the shoulder 59, and connected at one end to thelever 49 and at its opposite end to said post is a spring 62 normallyholding the post at the inner end of said yolre. Formed on the rod atthe base of the yolre is an ear 63 to which is pivotally connected amanually operable priming red Gfl, and pivotally connected to the end ofthe lever 5'? opposite the pest 58 is a manually operable throttle rodThus, Will be seen, as the throttle rod is moved forwardly for openingthe auxili.'y air valve 56, the fuel feed valve 4th will be coincidentlyopened oy the rod GO so that these valves -will thus operate in unison.l'vloivever, when starting` the engine, the rod (if may, While theauxiliary air valve 56 remains closed, he pulled rearivardly forshifting the rod G0 endivise and oijieuing the fuel feed valve l5independently ofthe auxiliary air valve. Thus, an increased flow ofliquid fuel Will be admitted to the gasifying chamber 2 to provide arich mixture and, of course, upon release of tue rod Gfl, the valve l5will he returned by the spring G2.

As Will uovv be seen in vieiv of the foregoing, when the valves l5 and56 are pened, engine suction `vill be directly communicate( from theintake manifold l? through th pipe 55 to the gasifying chamber so thatliquid fuel will be aspirated from the bowl 2l into said chamber alongwith a restricted quantity of primary air, to strike the hot plate 25.The liquid fuel will thus he thermally gasilied and mixed with theprimary air to form a rich fuel gas. rlhis gas Will then be heated insaid chamber and further heated and dried as the gas flows through theheated pipe 55 to the intalre manifold7 when the gas will he diluted bythe auxiliary fresh air en tering past the valve 56, to form a dry fuelmixture cooled by the auxiliary air. Premature expansion of the mixtureor overheatingl of the engine Will thus be avoided.

Having thus described the invention, What l claim is:

l. i fuel gasifying device including an exhaust manifold, an intalremanifold, a liquid fuel supply boivl havingn a gasifying chamher fixedto the exhaust manifold and heated thereby, a tubular valve controllingthe flovv of liquid fuel from said bowl to said chamber, a second valvejournaled in said first mentioned valve and controlling the feed of thefuel to said chamber, the latter valve being provided With a primary airpassage for ad mitting` a restricted quantity of primary air to saidchamber to mingle With the vaporized liquid fuel and form a fuel gas,means for conducting the fuel gas from said chamber to the intalremanifold, a valve controlling the admission of auxiliary air to theintalre manifold to mingle with the fuel gas and form a fuel mixture,means for holding the first named valve in adjusted position to governthe inlet of fuel, and means connecting said feed valve and saidauxiliary air valve to operate in unison.

2. A fuel gasifying device including an exhaust manifold, an intakemanifold, a liquid fuel supply bowl having a gasifying chamber fixed tothe exhaust manifold and heated thereby, a tubular valve controlling theflow of liquid fuel from said bowl to said chamber, a second verticallyadjustable valve journaled in said first mentioned valve and controllingthe feed of the fuel to said chamber, the latter valve being providedwith a primary air passage for admitting a restricted quantity ofprimary air to said chamber to mingle with the vaporized liquid fuel andform a fuel gas, means for conducting the fuel gas from said chamber tothe intake manifold, a valve controlling the admission of auxiliary airto the intake manifold to mingle with the fuel gas and form a fuelmixture, means connecting said feed valve and said auxiliary air valveto operate in unison, and means for adjusting said first mentioned valveto vary the minimum quantity of liquid fuel admitted to said chamberwhen said feed valve is fully open.

In testimony whereof I afiix my signature.

ALFRED A. G01-IN. [1.. s]

